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The Journal of Air Combat Gaming
Issue #49 New Fighting Wings Vertical Flight Rules JAN/FEB 1997

Never Loop With A Zero!

The Fighting Wings game system is already almost five

years old. As with all game systems, the designer never stops
tinkering with them and in some cases new gimmicks or new
rules can substantially improve a game's feel Such is the
current case with Fighting Wings. For over two years this
designer has been striving to revise the entire depiction of
vertical flight maneuvering. The original concept of differ-
entiating basic flight attitudes (level, zoom, or vertical for
example) has its roots all the way back to SPI's 1976 Air War.
Though this concept was slightly improved upon with my use
of vertical flight points and generalized flight paths, it has
never truly been satisfactory. In this issue, however, I present
a new and revised vertical flight system which allows us a
quantum leap in the "feel" of flying in the game and I am quite
pleased with the results. Before I continue, however, a little
background history is in order.
Limitations with the TSOH and FW vertical flight system system by allowing his WW-I aircraft to "transition" more
became obvious when the "Skunk Works" team was formed than one step at a time (from level to vertical, for example).
a few years back to revise TSOH into AS2. The proposed In order to avoid unrealistic flight actions, though, he had to
solutions did little to improve the games' feel. The problem devise a rather specific chart of allowed options when aircraft
really came to a head when Steve Pancrazio began to develop did transition this much. The first iterations of these charts
the WW-I variant of the FW game system. WW-I biplanes were almost un-gameable and very complex. However, they
were so maneuverable that they could almost perform an did, combined with Tony's slicing of the vertical into small
entire loop in 4 to 6 seconds. Obviously, tying them to the old pitch angles in the old "snowflake" idea, spark me to do
FW flight types would not work. Even before that, my good something similarforWW-IIFW. Thus was born the current
friend Tony Valle had been arguing that the vertical system Flight Attitude Transition Tables (FA TT) which have been
should tie in with the horizontal turning system in the sense play tested and developed over the past two years ( one of the
that aircraft that pull up are simply turning in the vertical. reasons Whistling Death is behind schedule).
While I have agreed wholeheartedly with this obvious fact,
To refine the concept, I created two new flight attitudes,
coming up with a good mechanic to show this in a war game
"shallow" and "steep" from the original "zoom climb" and
has not been easy. Tony, as a result, embarked on his quest
"steep dive" ofFW. I now have the vertical divided into 30°
to produce AS-2000 with this matter as one driving factor.
wedges, the same as for turning in the horizontal. My FATT
Unencumbered by past design decisions, and with lessons
took Steve's early chart ideas and refined them to include, pull
learned from other air game pioneers, he developed the
and push maneuvers, reversals in mid-move, etc. As a result,
concept of the "PHAD" (position heading and attitude display
aircraft can now fly aerobatics just by transitioning as if
- itself an outgrowth of his infamous "snowflake"). This is
turning and pulling Gee normally - a great improvement in
now the heart of AS-2000's flight engine and works very
"feel". Also, maneuverable aircraft like the Spitfire and Zero
well. Tony's work, while innovative (some say brilliant), is
really come into their own. If it turns well horizontally, it
also different enough as to not be readily adaptable to earlier
pitches well in the vertical as you will see. In fact, once you
game systems, which has been frustrating for me. However,
start using these rules, my advice is:
the discussions and ideas that were passed back and forth did
result in other successful innovations. NEVER LOOP WITH A ZERO!

Steve Pancrazio was the first to tackle the issue in the FW

AIR POWER New FW Vertical Flight Rules Issue #49
In the Spring and Fall of 1939, France ordered another 150
Curtiss Hawk-75 and 250 Hawks, each an improved version (A-3s and A-4s).
This apparent confidence in the aircraft and the quick delivery
The US's First Modern Export Fighter schedule being met probably led to some of the other foreign
sales. During the winter of '39-40, the Hawk and other French
By Ted Schwartz fighters were compared to a captured Me 109E-3 and found to
be notably more maneuverable, though slower. By May , 1940
Everyone knows that since World War II, many allied Hawk 75s were the second most numerous fighter in French
nations have bought US-built military equipment, including US service, arming five different air groups. From September 1939
aircraft. Air Force surplus propeller aircraft were sold all over to June 1940, the Hawks were credited with 230 confirmed kills
the globe, especially once the USAF turned jet. The F-86 Sabre, and 80 probables while losing 29 aircraft in combat. At least
the F-104 Starfighter, and the F-4 Phantom were also bought by nine of the top 20 French aces of the war flew Hawks.
US allies around the globe. The F-15, F-16, and F/A-18 are
continuing that tradition today as featured aircraft for many Hawks serving under the Vichy government in North Africa
nations including Japan, Taiwan, Korea, Spain and Portugal. fought against carrier-based Martlets (F4Fs in British service)
during theopeningdays of Operation Torch in November, 1942
However, the first truly widespread US-built export aircraft - one of the few cases during World War II where American
of modern times was built before World War II. Before the built aircraft fought each other. The Hawks came out the worst
Mustang, the Thunderbolt, and the Lightning, there was the in the deal, losing seven of fifteen aircraft engaged.
Hawk. The Curtiss Model 75 Hawk was the first truly modern
fighter aircraft bought by the US Army Air Corps. Designed in RAF Mohawks:
1934 in response to a USAAC design challenge, it was a
contemporary of the early Spitfire, Hurricane, and Bf 109 About sixty Hawk 75A-3s and six 75A-4s were delivered
marks, but older by a couple of years. It was a leap forward in before France surrendered. Some thirty A-3s were detained or
technology for US aircraft manufacturing, being an all-metal destroyed in transit. The balance of the order plus some thirty
low-wing monoplane, with retractable wheels, and a closed, escaped Hawks were transferred to England, reequipped with
sliding cockpit. It was a good aircraft in the school of aircraft English machine guns and equipment and were dubbed Mohawk
that favored maneuverability over speed. The USAAC judged I-IVs. These contributed little to England's Battle of Britain
a fly-off between the Curtiss P-36 Hawk (called the Hawk 75 by defense, but were mostly shipped out to Africa (72 were given
Curtiss) and the P-35 Seversky in 1936 with results favoring the to South African Air Force), the Middle East (Syria, Persia,
Hawk. The USAAC took official delivery of its first Hawks in Iraq), and the Far East (India and Malaysia), that is, anywhere
April, 1938. At the same time, many other nations ordered the England needed fighters when Hurricanes and Spitfires could
aircraft. not be spared. Twelve were even given to Portugal. At one
point in early 1942, the entire air defense of northeast India was
French Hawks: comprised of eight Mohawks. The English found it to be a
tough and maneuverable aircraft, but too undergunned and slow
While the USAAC waded through its own red tape toward to face German front line aircraft (Bf-109Es). Indeed, at slow
a fighter decision, and while the Hawk was improved under a speeds (250 mph or less), it could consistently avoid an attack-
series of engine upgrades, France sent a team to test the Hawk. ing Spitfire. It also handled better in a high speed dive due to
While nearly twice as expensive as their Bloch MB-150 series, its metal ailerons.
the Hawk was available almost immediately and was given rave
reviews by the French flight test team. France requested a few Other European Hawks:
changes and ordered 100 examples in May, 1938. The first
Hawk being delivered to France in mid-December, 1938. The Norwegians ordered 24 Hawk 75A-6s, similar to the
French 75A-3s, that arrived shortly before the Germans in
As the USAAC began accepting delivery of the P-36A, they April, 1940. These aircraft were, for the most part, still sitting
found some problems with the strength of the tail. These were in crates when the German blitzkrieg occupied Norway. An-
quickly fixed in the first French version (Hawk 75A- l ). As other eight Norwegian Hawks were delivered to a large contin-
French Hawks began to arrive and the situation in Europe gent of free Norwegians training in Canada. They were used for
worsened (and the French air defense industry tried to sort itself training purposes only- by late 1941, the Hawks were notice-
out after its nationalization), the French Air Force ordered ably obsolete.
another I 00 Hawks, this time with a bigger engine (Hawk 75A-
2). Since the bigger engines were not immediately available, The Dutch ordered Hawks, but they were overrun before
the current engine was used, with the design altered for easy delivery. Their Hawks were delivered to the Dutch East Indies
engine change to be performed as the later engines became Air Force (along with Brewster Buffalos), where they fought
available. the Japanese in December 41 to January 42 until destroyed. A

2
The Journal of Air Combat Gaming New Fighting Wings Data Cards Issue #49
Belgian order was quietly cancelled after the German invasion. Messerschmitt. So, they began to develop a faster Hawk by
using a larger engine and making minor changes to the design.
Forty-four of the former Norwegian and French Hawks This became the P-40Warhawk, which, while sturdy and faster,
ended up in Finnish hands, gifts from, or sold by the Germans. never caught up to the leaders in air-to-air performance.
The Finns liked them, and flew them against the Russians. The
last of these were retired in 1948. Scenarios:
Mid-East Hawks: Hawks vs. Kates (7-Dec-41)
The Persian government ordered a dozen Hawks similar to Background: On December 7, 1941, many US aircraft were
the French 75A-4. When the British and Russians occupied destroyed on the ground. Included in the few that did get
Persia, they found the aircraft still in their packing crates. They airborne were a pair of P-36As that were aloft in time to intercept
were given to British units in India as Mohawk IVs. the Japanese second wave. The two Hawks tangled with two
vies (six) torpedo-laden Kates on their way in. Historically, they
shot down 3 Kates. Can you do the same?
Simplified Hawks:
Map: Blue sky
Curtiss produced a "simplified" version of the Hawk for sale
to countries with less technological infrastructures. It featured Aircraft: USAAC = 2 x P-36A Hawks
non-retractable wheels, a smaller, simpler engine, and better Japanese = 6 x B5N2 Kates
fuel efficiency. It was sold or licensed to China and Thailand
in 1940, and to Argentina in 1942. The Chinese set up a Set up: Set the Kates up in two Vies (hexes 2426, 2525,
company (CAMCO) to assemble their Hawks - about 100 2626, 2428, 2527, 2628), facing W, at altitude 6.0, at speed 3.5,
during 1940-41. They were generally ineffective against the with wings level. Set the P-36As in hexes 3018, 3117, facing W,
at altitude 7.0, at speed 6.0, wings level.
Japanese, mostly due to poor pilot quality. CAMCO's factory
was taken apart and moved to India, where it produced Mohawks
Game Length: 20 turns
- but was shut down and dismantled shortly after producing its
first Hawk to keep fighter production out of Indian hands. Special Rules:
1. Kates are all loaded with a torpedo - treat as loaded.
The Thais flew their dozen simplified Hawks as bomber 2. For the purposes of determining scenario victory, count
escorts against the Vichy French forces in Indo-China. In Kates that jettison their torpedoes before the end of the game as
January, 1941, four Hawk 75Ns fought against four M.S.406s. a kill - a Kate without a torpedo cannot sink anything!
The Thais claimed 2 kills, which the French disputed. 3. All P-36 pilots as regular. Kates are 4 regular, 2 green
(1 green to each vie). Generate characteristics if desired for the
P-36s pilots only (the Japanese are brave but undistinguished
The Argentinians bought licenses for a simplified Hawk. A
second wave bomber pilots).
dozen of the free Norwegian Hawks were given to Brazil in
early 1942.
Hawk Meets Emil (8-Sep-39)
American Hawks: Background: The Hawk's introduction to combat occurred
on the 8th day of Word War II. A patrol of French Hawks of the
The Americans, the first to order the Hawk, were the last to GC 11/4 under the command of Adj.-Chef Cruchant encountered
introduce them into battle. Hawks were known to be obsolete German fighters for the first time, shooting down two of them.
and were being replaced, but were available on Pacific flight
lines in December, 1941. Some of the few aircraft that rose to Map: Blue Sky
fight the Japanese second wave at Pearl Harbor were a pair of
Aircraft: French 5 x Hawk 75A-1
P-36As that intercepted two vies of torpedo-toting Kates - and
Luftwaffe = 4 x Bf 109E3
shot down three of them. (see Hawks vs Kates below)
Set up: Put three French Hawks in hexes 2025, 2125, and
All told, some 227 Hawks were sold to the USAAC, 753 2226 at altitude 16.0, speed 5.0, all facing N with wings level.
were exported, and at least 25 (more like 100) were built under Cruchant is flying the lead Hawk. Set the other two Hawks
license in other countries. The Hawk flew over every continent (separately) up 1-5 hexes south of 2226, 0.6 to 0.3 increments
(except Antarctica) and served (however badly) on nearly every higher than the line of three Hawks, and facing within 60 degrees
front in the war. It fought for both sides, one of the few aircraft of the column. Set the Luftwaffe up at altitude 15.0, speed 5.0
to do so. in a flexible formation (finger-four) behind a leader in hex 1515
headed SE, all wings level.
Curtiss knew by 1938 that their P-36 was inferior to the
Game Length: 20 turns
speed demons coming from Supermarine, Hawker, and

3
AIR POWER New FW Vertical Flight Rules Issue #49
Special Rules: Map: Blue Sky
1. The French are in a formation they trained for. The two
trailing Hawks (those not in line) are weaving top cover and are Aircraft: Dutch = 1 x Hawk 75A-7
considered to be in formation with the leader as long as they Japanese= 3 x A6M-2 Zero
maintain flexible formation parameters on the leader.
2. The French lead is a Veteran/CS. All other pilots are Set up: Place the Hawk in hex 3023, facing E, at altitude
regular. Generate other pilot characteristics as desired. 12.0, speed 5.0 and wings level. Place the Zeros in hexes 2719,
2718, and 2618, all facing NE, at altitude 13.0, speed 6.0, and
Invasion Day! (1 O-May-40) wings level.

Background: On the morning the Battle of France opened, Game Length: 20 turns
there was a good deal of confusion throughout the French
command. Aircraft were ordered to the runway- and held there, Special Rules:
for a few hours in some cases. Hawk pilot Jean Accart's 1/5, was 1. The Japanese must shoot down the Hawk without losses
attacked by Bf 110s while sitting on the runway. They took off in order to win.
directly into combat, with Accart credited as shooting down three 2. The Hawk must either survive, or take at least one Zero
11 Os in the first few moments. with it in order to win.
3. The Hawk pilot is a regular, the Japanese leader is a
Map: Ground (ASP) veteran, the wingmen are regulars.
Roads 3429-3434 and 3333-3936 are runways.
Burmese Skies (1 O-Nov-42)
Aircraft: French = 4 x Hawk 75A-3
German= 5 x Bf 110C-4 Background: RAF Mohawks stationed in India were used
often to escort RAF bombers on raids into Burma. On many of
Set up: Place the Bf 11 Os all at altitude 1.0, heading E, these missions they challenged and fought with the elite 64th
speed 5.0, wings level in hexes 3407, 3305, 3404, 3302, 3401. Sentai Oscars (able opponents of the flying Tigers just a few
Set up the French as follows: One Hawk in hex 3424 (Accart), months earlier). The opposing fighters were very close in
at speed 2.5 and at altitude 0.2, one in 3426 at speed 2.5 and at performance and battles between them could go either way. On
altitude 0.2, one in 3428, at speed 2.0 and at altitude 0.1, and the this particular day, the Oscars engaged several Blenheims on a
last in 3430, speed 2.0 at altitude 0.1, all wings level and all with coastal raid but were jumped by the escorting Mohawks. The
gear down. veteran Japanese leader, Lt. Nakamura, turned into the attack
and quickly shot down two Mohawks. Another Oscar downed a
Game Length: 20 turns Blenheim but was itself destroyed moments later by a third
Mohawk. A fourth Mohawk claimed one Oscar as a probable
Special Rules: before the fight broke up.
1. The German target is to strafe the landing field. Award
1 point for each fully aimed strafing shot taken at any hex of the Map: Blue Sky
village at the junction of the two runways regardless of actual
damage done. When strafing, all available nose guns must be Aircraft: RAF 4 x Hawk 75A-4
fired. If cannons are empty, only 1/2 point is awarded per shot. 3 x Blenheim IV
2. The French lead is a Veteran/CS. All other pilots are Japanese= 5 x Ki-43-11 Oscar
regular. Generate other characteristics as desired.
Set up: Place the Blenheims all at altitude 12.0, heading E,
Note: Sources (for Hawk Meets Emil & Invasion Day): Allied speed 4.0, wings level in hexes 3417, 3315, and 3515. Place the
Aces of WW-II. Mohawks in hexes3108, 3008, 3106 and 3206 all heading E, at
speed 5.0, altitude 14.0 and wings level. Places the Oscars in
Alone Over Java! (5-Feb-42) hexes 3412, 3411 , 3311, 351 O and 3509 all heading E, at speed
6.0, altitude 11.0 and wings level.
Background: The Japanese advance into Java was spear-
headed by veteran Zero pilots of the Tainan Kokutai. Dutch Game Length: 20 turns
Hawks battled the Zeros on several occasions but came out on
the losing end in most engagements. Though very maneuver- Special Rules:
able, the Hawk was slower than the Zero, lacked the armor of the 1. The Blenheims are each loaded with two 5001b. bombs.
P-40, and often fought outnumbered. The inexperienced Dutch Each bomber that exits the east edge of the map with this load
pilots readily engaged in lengthy dogfights with the result that the gives the RAF player two bonus V.P.s.
Zero pilots had many chances to employ their harder hitting 2. The Japanese leader (Nakamura) is a veteran/ace, the
cannon to good effect. Whittled down quickly, the one squadron next two listed Oscars are flown by veterans and the last two by
of Dutch Hawks in Java was reduced within days to sending up regulars. All RAF airmen are regulars. Generate other charac-
lone aircraft with the predictable result that these also were teristics for the RAF pilots if desired.
caught and shot down by marauding Zeros (as depicted in this 3. The Blenheims are not controlled by either player, they
scenario where a Shotai of Zeros jumps a single Hawk). Within simply press forward to exit to the east. The RAF player controls
a week, all the Dutch Hawks had been destroyed in combat. the defensive guns.

4
The Journal of Air Combat Gaming New Fighting Wings Data Cards Issue #49
FRENCH ACES OF 1940 Lt L. Castin 10* 10
S/L A. Durand 4 6* 10(11)
Name Unit A/C Kills* Probs. Total Cne G. Gauthier 2 8 10
S/L F. Morel 10 10
Lt La Meslee 1/5 H-75A 4+12 4 20 Cne M. Rouquette 8 10
S/Lt Plubeau 11/4 H-75A 8+6 4 18 Cne G. Valentin 7 2 10
Lt Dorance H-75A 17 M. Challe 1 O* 10
1/5 4+10 3
Cne Accart 1/5 H-75A 0+12 4 16 Y. Carbon ? ? ? 10
Cne Vasatko 1/5 H-75A 2 14 A. Vasatko (Czech) ? ? ? 12
3+9
F. Perina (Czech) ? ? ? 11
Sgt Le Nigen 111/3 406/0.520 4+8 1 13
S/Lt Lefol 1/5 H-75A 4+8 1 13
S/C Morel 1/5 H-75A 3+7 3 13 * Indicates these kills were scored while flying with the Free
S/Lt Baptizet 11/4 H-75A 2+7 4 13 French Normandie squadron which was equipped with Russian
S:Lt Le Gloan 111/6 406/0.520 3+8 1 12 Yak fighters and operated on the Russian front. They used
S/C Tallent 1/5 H-75A 1+10 12 mostly Yak-9s and Yak-3s.

* first number: victories scored by the pilot alone, second

one: victories in cooperation with other pilots (the French system
used to give one victory for any participation in the destruction More French Air Force Scenarios
of an enemy ale during air-to-air fighting.
Submitted by Alex Euphrosine, of France, to take advantage
Thanks to Christophe Massuyeau, France of the latest ADCs released in Air Power 48 & 49.

Below is another ·list of the French aces. It is submitted by Phoney War Furball, 6 November 1939
Jean-Pierre Ablard of France and does not include probable
victories but does include assisted kills as described above. You Background: Nine Curtiss Hawk 75 were escorting one
may notice that some scores are in (),that's because JPA has recce Potez 631 over the Sarre (a country .extending over the
found different numbers in different sources. He adds too that French and German border where the inhabitants used to speak
this list isn't perfect, so what you can do is to mix this one with French and German and work either in Germany or in France)
Christophe's just above. when they met two Gruppe of Me 109s. After a confused battle,
French pilots claimed 10 victories (8 sure, 2 probable) for one
FRENCH ACES OF WORLD WAR II loss. English sources (are they objective too?) speak of only four
German losses and one French loss, while other French sources
give four sure victories and four probables. French victories had
Name France Vichy Fr. Free Fr. Totals
to be witnessed by three different people to be credited.
39-40 40-42 42-45
Map: Blue Sky
Lt P. Clostermann 23 23 (33)
Cne M. Albert 20* 21 (23) Aircraft: French = 6 x H-75A2, 1 x Potez 631
Col J. Demozay 21 21 German= 12 x Bf 1090
Lt P. Le Gloan 11 7 18 Set Up: The TMG is used to determine the scenario set up.
Lt R. Sauvage 2 15* 17 (16) The Potez has a base altitude of 24,000 feet. The Hawks are
Lt J. Andre 1 15* 16 formated within escort parameters of the Potez as described in
Cdt E. la-Meslee 16 16 note 2 below. The Germans start at 27,000 feet.
Cne R. de la Poype 1 + 15* 16 (15)
Cdt L. Delfino 7 7* 15 (16) Game Length: 20 Game turns.
Cdt M. Dorance 14 14 Special Rules:
Cne C. Plubeau 14 14 1. Until a Potez ADC is created use a Blenheim IV (un-
Cne L. Cuffaut 2 11* 13 armed) to represent the Potez. Until the 1090 ADC is available,
Cne A. Littolf 5 4+4* 13 use the 109E-3 data card but with the 109s having one less
S/L R. Marchi 13* 13 power point at all altitudes (not <1) and no cannon armament,
S/L M. Perrin 13* 13 just the nose MGs with double ammo.
Cdt J. Accart 12 12 2. the French, led by Lt. Houze, use RAF early war Vies of
Cne G. Blanck 6 5 12 three aircraft: With one Vic leading, the Potez in flexible param-
Lt M. Lefevre 11* 11 eters on the lead Vic's leader, and the other Vic leaders in escort
S/L G. Lefol 11 11 position on the Potez.
S:L G. Lemare 1 9* 11 (13) 3. Roll for first sight normally. Determine combat scale set
S/L E. le Nigen 11 11 up normally. The side with the most points wins.
Cne M. Madon 7 4 11 (10)
Cne J. Risso 11* 11
Lt M. Tallent 11 11
109 Hit-and-Run, 21 September 1939
Adj L. Vuillemain 9 1 11 Background: Three Me-109 ambushed and shot down an
S/L P. Boillot 4 6 10 (13) escorted Potez on a recce mission followed by a lone Morane

5
AIR POWER New FW Vertical Flight Rules Issue #49
that subsequently became separated from its comrades over Achtung!-Moranes Part II, 24 Sep. 1939
the Sarreguemines country (NE of France, near the german
border, not far from Luxembourg). The Germans were proving Background: After the loss of a recon bomber on the 22d,
adept at hit-and-run attacks against which the close escort the Germans beefed up their escort, while a few French experi-
tactics of French fighters proved ineffective. mented with four ship fighter formations. In this encounter, four
pilots of GClll/23 try to pick off a recon Do-17 in the face of its
Map: Ground Terrain (ASP) heavy escort. This would escalate yet again in early 1940 when
Aircraft: French = 9 x MS 406, 1 x Potez 631 escort size was increased to an entire German fighter gruppe.
German= 3 x Bf 109E-3 In one action in 1940, 11 Moranes tried to get at a Dornier
escorted by 27 Me 109s and lost seven of their number with no
Set Up: Place the Potez in hex 2918, facing E, at altitude losses to the Germans. Clearly, the air war was escalating.
25.0, speed 5.0 withwings level. Place the nine Moranes around
it in the following hexes: 2920, 2820, 3020, 2915, 2815, 3015, Map: Ground Terrain (ASP)
2912, 2812 and 3012. All Moranes are at speed 5.0, wings level Aircraft: French = 4 x MS 406
and facing E. The lead three are at altitude 25.0 and the second German = 8 x Bf 109E-3, 1 x Do 17Z
three at 25.5 and the last three (top cover) at 27.0. Place the
109s in hexes 2817, 2816 and 2616, all facing NE, at speed 7.0 Set Up: Place the Do-17Z in hex 2940, facing W, at altitude
(steep diving), banked right at altitude 26.0. 18.0, speed 4.0, wings level. Place the fighter escort of eight
109s in two separate four-ship flexible formations (schwarmes)
Game length: 20 game turns. anywhere behind the 3:00/9:00 line of the Do-17, at speed 6.0,
Special Rules: wings level, heading W, NW, or SW, at any altitude between 19.0
1. Until a Potez 631 ADC is available use a Blenheim IV and 21.0 inclusive. After the Germans set up, place the four
(unarmed) ADC to represent the Potez. Moranes in one flexible formation, somewhere within the three
2. The French are surprised and lose initiative on turn one. front arcs of the Do-17, no closer than ten hexes, with any tac ing,
They simply fly straight ahead without changing power, altitude, and bank angle, all at altitude 22.0.
or banking. On game turn two, all may maneuver normally. Game length: Until all Germans are all shot down or exit
3. The Germans (from JG 53) must shoot down the Potez the west edge of the game map (this is their only exit option).
and have more points over all to win. The French must save the
Potez and have more points over all to win. All else is a draw. Special Rules:
4. The German leader is a veteran/ace, all other German 1. The Morane pilots are all veterans. The two German
and French pilots are regulars. fighter formation leaders are veterans. All others are regulars.
2. The Do-17 is worth triple VPs in this scenario. The side
Achtung!-Moranes, 22 September 1939 with the most points wins.

Background: Recon losses in the Phoney war went both They got Moelders!, 5 June 1940
ways. In this action, having taken the German escort by
surprise, the trench pilot adjudant Romey of GClll/23 shoots Background: Late in the afternoon, Werner Moelders
down a recon Do-17 then escapes while the rest of his squadron (Gruppenkommandeur of the 111./JG 53) took off for his last
keeps the German fighters occupied. mission of the day. He saw some Morane 406s but before
arriving on a good position to attack, he was surprised by a pack
Map: Ground Terrain (ASP) of hungry Dewoitine D.520s. S/Lt Pommier Layrargues shot
Aircraft: French = 9 x MS 406 Moelders down (he became a temporary POW of the French),
German= 4 x Bf 109E-3, 1 x Do-17Z but was himself shot by five Me 109s in a furious counter-attack.

Set Up: Place the Do-17 in hex 2929, heading W. at altitude Map: Blue Sky
18.0, speed 4.0, and wings levels. Place the four 109s in hexes Aircraft: German= 4 x Me-109E-3
2632, 2532, 2833 and 2834 all facing NNW, at speed 6.0, and French = 6 x D.520 (two vies)
altitude 20.0, with wings banked right (they were weaving back
and forth behind the Do-17. Place three Moranes in the following Set Up: The TMG is used to determine the combat scale set
hexes: 2531, 2433, 2333 all facing NNW, at speed 8.0 (steep up. The 109s are at altitude 25.0 and the D.520s at 30.0. The
diving), and altitude 19.0, with wings banked left. Place the Germans have lost the first sight die roll and are TMG defenders.
remaining six Moranes in hexes: 2230, 2231, 2130, 2031, 2032,
Game Length: 20 game turns
and 1931, all wings level, facing NW, at speed 5.0. Thefirstthree
are at altitude 21.0 and the next three at 22.0. Special Rules:
1. The lead 1 09 pilot (Moelders) is a veteran/ace/CS. The
Game Length: 20 game turns.
other Germans are veterans. The French are all regulars.
Special Rules: 2. The side with the most points wins.
1. The Germans, including the Do-17, have just spotted the
Moranes which were poised up-sun and may maneuver freely.
2. The German fighter leader is a veteran, the rest are
French Air Force activity in the Phoney war (between 09/39 and
regulars. The French pilots are all regulars.
04/40): Sorties: 11,200, Victories: 80 (sure)+ 34 (probable),
3. The side with the most points wins. The Do-17 is worth
Losses: 38 (air combat) + 8 (flak) + 17 (MIA) + 18 damaged.
double points due to its mission.

6
The Journal of Air Combat Gaming New Fighting Wings Data Cards Issue #49
Flight Attitude Transition Tables (FATis): There are two
NEW VERTICAL FLIGHT MODEL tables, one for aircraft in upright bank attitudes, and one for
aircraft in inverted bank attitudes. To use either table proceed
as follows:
• REVISED CHAPTER 6 -(FW Optional Revision): The
new Chapter 6 below replaces the original Chapter 6 and its 1. Find the aircraft's starting flight attitude in the Start
additions and changes in its entirety and completely revises how Attitude column of the appropriate table.
vertical flight is handled in the game.
2. Decide whether you will transition by pulling back on
CHAPTER 6 (REVISED) - CHANGING ALTITUDE the controls (moving nose up relative to the pilot), or pushing
forward on the controls (moving nose down relative to the pilot).
Aircraft change altitude by expending FPs as vertical flight A pull uses the attitude columns to the left of the Start Attitude
points (VFPs) while in climbing or diving flight (or by level flight column, and a push uses the columns to the right.
adjustments, see Chapter 3). The amount of altitude gained
while climbing, or lost while diving, with each VFP and the 3. Select an available turn rate (one the aircraft can still
number of FPs that may be used as VFPs in a game turn depend perform based on its start speed) under that flight attitude and
on the aircraft's nose attitude as explained below. cross index the turn rate with the new attitude desired. You will
find one of the following:
Nose Attitude: In the game there are six flight path attitudes
defined beyond level flight. They are: a.) Dashes - indicating that this transition is not allowed.
Select a different transition.
Shallow Climbs and Dives (SHC and SHD) b.) A bold faced single entry- indicating a mandatory FP ratio
Steep Climbs and Dives (STC and STD) usage.
Vertical Climbs and Dives (VC and VD) c.) A non-bold faced single entry - with less than/greater
than/equal symbology indicating a range of FP ratio usage.
Twelve Attitudes: When upright and inverted bank atti- d.) A double entry- the first of which, if not in ( ), is indicating
tudes are considered, twelve possible flight attitudes can be a prerequisite FP usage before the second listing can be used.
defined as shown below. An aircraft performing an inside loop If the first entry is in (),then it is a restriction that applies only to
would pass through each of these attitudes as follows: direction reversals, see below, and is not a prerequisite FP
expenditure. The second entry may be boldfaced or have
0. Start: Upright Level Flight (LVL) allowable ranges used.
1. to: Upright Shallow Climb (SHC)
2. to: Upright Steep Climb (STC) Note: When selecting turn rates, use those on the left side
3. to: Vertical Climb (VC) of the Start Attitude column for pulling and those on the right side
4. to: Inverted Steep Climb (ISTC) of the Start Attitude column for pushing. Each column shift to the
5. to: Inverted Shallow Climb (ISHC) left or right for pulling and pushing respectively equals one step
6. to: Inverted Level Flight (INV) of pitch attitude.
7. to: Inverted Shallow Dive (ISHD)
8. to: Inverted Steep Dive (ISTD) 4. Execute your aircraft's move complying with any
9. to: Vertical Dive (VD) prerequisites or restrictions. Some transitions require that the
10. to: Upright Steep Dive (STD) aircraft execute direction reversals, or incur negative G penal-
11. to: Upright Shallow Dive (SHD) ties. These are shown by the codes: "RV" and "NG" respectively
12. End: Upright Level Flight (LVL) under the ending attitude header of the transition. The code
An aircraft performing an outside loop would pass through all "Neg-G RV" indicates both apply.
of the attitudes in the other direction; going from no. 12 to no. O.
These twelve vertical attitudes equate to the twelve different
5. Record the aircraft's new ending flight attitude.
horizontal facings an aircraft can have. In both cases each Flight attitudes in ( ) indicate the aircraft ended in an inverted
attitude and must use the inverted transition table on the next
change in direction equals a step of about 30 degrees of nose
game turn.
movement (vertical or horizontal).

FATT Single Entry Codes:

6.1 - FLIGHT ATTITUDE TRANSITIONS
1. A single transition entry (e.g., "1/3V" or"< All V") will
An aircraft may change its flight attitude by one or more steps
appear only when aircraft are transitioning from one type of
at the start of its movement. The number of steps the aircraft can
climb or dive to another. Transitions to and from level attitude
change its attitude depends on the maximum rate of turn the
or from a climb or dive to the opposite will never have a single
aircraft can generate. When a new flight attitude is entered,
entry listing.
limits may also exist on when the first VFP or HFP can be
2. If the single entry is bold faced, then that means the
expended, and on how many of the aircraft's total FPs can be
aircraft must expend exactly that proportion of FPs as either
VFPs or HFPs. The aircraft's transition capability and any limits
vertical or horizontal FPs (indicated by a V or H next to the
on its FP expenditures are defined in the Flight Attitude Transi-
number) and the rest as the other kind of FPs.
tion Tables in the play aids. These tables must be referred to
3. If the entry has greater than/less than/equal to
whenever aircraft desire to transition into new flight attitudes.
symbology next to it (e.g., "2'.1 /2V") then FPs of the indicated type

7
AIR POWER New FW Vertical Flight Rules Issue #49
in an amount complying with the symbology must be spent with Pulls and Pushes: For game purposes, a "pull" describes
the rest being the other kind of FPs. In addition, if the symbology the act of rotating the aircraft's nose in the same direction as its
is a less than or less than/equal to entry, the expenditure is normal lift vector (i.e. up toward the top of the canopy}, and a
further constrained by the next greater turn rate's transition entry "push" describes the act of rotating the nose away from the
underneath it. If the symbology is a greater than or greater than/ normal lift vector (i.e. down toward the cockpit floor) regardless
equal to entry, the expenditure is further constrained by the next of whether the aircraft is right-side up or upside down. In other
lesser transition entry immediately above it (if any). words, the pilot pulls the stick back to raise the nose and pushes
it forward to drop the nose relative to himself (he could be upside
Note: V codes appearing with + or - symbols indicate down pulling the nose down toward the earth).
climbing VFPs and diving VFPs respectively for clarity.
Illegal Transitions: An aircraft attempting to transition
FATT Dual Entry Codes: through more steps than allowed suffers a "Turning Stall" per
rule 4.6.
1. Transitions to and from level attitude or from a climb
or dive to the opposite may have a dual entry listing (e.g.: "1/3V, Transition Decel: When a new flight attitude is entered, the
2/3H"). The first entry is a prerequisite indicating how many aircraft incurs transition decel in an amount equal to making a
HFPs or VFPs must be expended in the game turn before any single facing change at the transition turn rate utilized regard I ess
of the opposite kind of FPs, or, in a few cases, opposite direction of how many transition steps were actually passed through to
VFPs can be used. The second entry is treated like the single reach the new attitude plus the number in ( ) immediately under
entry above and indicates the maximum number of FPs that may the new attitude listing.
be of the type indicated. If the first entry indicates "1/2", round
down any fractions for transition rates of BT or greater, and Exception, if the transition turn rate used is "FREE" then no
round up any fractions for transition rates of HT or less. decel is incurred for transitioning to the new attitude.

Note: A dual entry in which the first entry is in ( ), is treated Note: The aircraft also incurs all other normal turning effects
as a single FAIT entry. The entry in () is a restriction that must (e.g., GLOC risk, gunfire modifiers, etc.) as if it had actually
be met before the aircraft executes a reversal of facing when made such a turn when transitioning.
reversals are mandated and is not a transition restriction.
Turning & Banking Restrictions During Transitions: If
FA TI Use Example #1: An upright aircraft starting a game using a "Pull" type of transition, negative G turning is not allowed.
turn from a shallow dive at speed 7.0 is travelling fast enough to Snap rolling is not allowed during a game turn until the Transition
turn at the ET rate, and can transition in a pull up as many as Table's first entry FP expenditure requirements are met.
three steps (to a steep climb atttitude). The FAIT entry for such
a transition is "1/3H, :-::; 1/3V" meaning: the aircraft must expend Medium and Heavy Bomber Transition Restrictions: M
1 /3 its speed as HFPs before expending any VFPs and the VFPs and H class bombers may not voluntarily enter inverted flight
are limited to 1/3 or less or the aircraft's total speed (1 or 2 FPs). attitudes or transition to vertical climbs or dives. (Exception MD
A total of at least 2/3's the aircraft speed will end up being H FPs aircraft may use vertical diving flight).
(5 or 6 FPs) during the whole move. All of the HFPs could be
spent before any VFPs are, but, at least 2 must be HFPs before M Class Fighter Transition Restrictions: M class aircraft
the first VFP is expended. The ending attitude is recorded as a used as fighters may use inverted banks but may not transition
steep climb which will be the attitude used for determining to vertical climbs or dives unless piloted by a "gifted" pilot (see
deflection and gun fire limits in the combat phase. Chapter 12).

Note: Transitions using the ET rate restrict firing, and subject 6.2 - NORMAL CLIMBING & DIVING FLIGHT
the pilot to possible GLOC and the aircraft to possible damage
just as if an ET turn had been performed. There are three climb and dive attitudes an aircraft can be in,
shallow, steep or vertical. When an aircraft enters a climb or dive
FATT Use Example #2: An inverted aircraft is starting a by transitioning to a new attitude, the FP proportions and limits
game turn at speed 4.5 with a .5 FP carry and in a steep climb. listed in the FATTs for the new attitude apply. If the aircraft
Its turn rate is limited to TI maximum. Using the inverted side remains in a current climb or dive attitude from one turn to the
of the FA TT we find that the aircraft can pull down to either an next (no transition involved}, the standard climb and dive propor-
inverted shallow climb attitude or inverted level flight. There is tions and rules listed below apply. In a continuing climb or dive,
insufficient turn capability to pull down any farther. The pilot or after any transition required expenditures (the first FATT
chooses to pull to inverted level attitude. The transition entry is entry) are met, an aircraft's remaining VFPs and HFPs may be
":.2: 1V+, :-::; All-1H" meaning: The aircraft must expend at least 1 mixed in any order desired.
VFP climbing (the+ symbol shows this) and can expend more
in a climb if desired (up to as much as 1/3 its speed climbing Shallow Climbs & Dives: In a continuing shallow climb or
since this is the EZ turn transition entry immediately above the dive, not more than 1/3 of the aircraft's speed in FPs may be
TI entry which is used as an additional constraint), before expended as VFPs. Each VFP expended gains or loses,
expending any HFPs. The pilot chooses to expend 2 of its 5 FPs respectively, 2 increments of altitude, except one VFP may gain
gaining altitude and 3 as HFPs. Its ending attitude is still level, or lose only 1 increment if desired.
even though it gained altitude during the transition.

8
 Curtiss P-36A/C "Hawk" Country: United States Service Entry Date: May 1938

AJC Type: Single Engine Day Fighter

Engine(s): Pratt & Whitney R-1830-17
Eng. Pwr: 1050-1200HP, Radial Air Cooled
AJC Crew: Pilot
Maximum Speed: 311 MPH at 10,000 Feet
Maximum Ceiling: 33, 700 I NA I NA Feet
Defense Factor: 5 Size Modifier: +O
Damage Factor: 7 / 10 Endurance: 130
Cockpit View: Fair Blind Area: Rear

Protection: Cockpit +O Fuel +O Engine +O

Climb Decel I Dive Accel: 3.0 / 1.0
Weight and Load Limit NA
Wpn. Stations Weight Allowed Loads
None NA NA
Class: F Victory Points: 3 - 6

AIRCRAFT PERFORMANCE CHART

Altitude Minimum Maximum Maximum Min. Min. Min. Min. Altitude Average
Levels Band Speed Speed Dive Spd. TI (2) HT (3) BT (3) ET (4) Band Levels Rate Of Climb

31 - 36 2.5 5.0 10.5 3.5

·.: •: j:�:��
25 - 30 2.5 5.0 11.0 3.0 4.5 5.5

t1&'. <'. :..···<. : •sj.$

.F··> ?:. J]p }/4,5,0j[
..••.•. . ···· 22
········
•··.·' 56
··.····
:·
••· ·• .•••...•...••
o
o
·.··•.
· ••• ••• •.• ·.· ·.•·•• ·.•·
.
.
•
.·
.
·

·.
·

••
.. •
.•.
·.
·
.·

•·

.Jiiri
.•

...
.

•. •• •. • .••• • . .••
•• •• .• ••
•.
.•
• .

.:.:.. : .. . .
..
v. •5 A · • •··
.•
•. · • • AO .· . :
•• . •. •. •• ••
•. •. • . ••
•. •. •. •..

..
•. •
· •• • • • •• • •••• · ·

7 - 12 LO 1.5 6.0 9.5 2.5 3.5 4.0 5.0 LO 7 - 12 2800

1 -6 VL 1.5 5.5 8.5 2.0 3.0 3.5 4.5 VL 1 -6 3700

FIRE POWER CHART POWER VERSUS SPEED CHART

Guns Type Weapons Ammo Criticals Levels Band 1.0 - 4.5 5.0 - 7.5 8.0 - 9.5 10.0 + Band
N1 One .50 Cal. BR. 8 3 43+ UH UH
N2 One .30 Cal. BR. 12 4 37-42 EH EH
31 - 36 VH 2 1 VH
(W1) One .30 Cal. BR. 11 4 25 -30 HI 4 1 HI
(W2) One .30 Cal. BR. 11 4 19 - 24 MH 6 2 MH
GUN ATI ACK FACTORS 13 - 18 ML 8 4 ML
7 - 12 LO 9 5 LO
Range N1 N2 (W1) (W2) (Total) 1 -6 VL 9 5 VL
0 8 7 8 8 15 / 31 Banking FPs: 1 2 2 4
1 6 5 6 6 11 / 23 Side Slip FPs: 2 3 4 6
2 4 3 4 4 7 / 15
3 3 2 3 3 5 / 11
NOTES AND VARIANTS:
4 2 2 2 2 4/8
5 1 1 2/4 • P-36A: 177 delivered to USMC. First 14 built with R-1830-13 engines
6 1 /1 (1,050 HP: die roll= 1 to have). Only equipped with nose guns, no wing
7 guns. Only action with USMC occurred during Pearl Harbor attack. Ring
& bead backup sight available.
WEAPON STATIONS DIAGRAM
• P-36C: June 1939 variant (31 built, die rolls 2 to have) adding two wing
guns (W1 , W2). Add wing weapons and use fire power totals after slash.
Reduce average rate of cUmb nos. by 100. All else as P-36A Used primarily
as advanced fighter trainer until replaced by P-39s in that role. Possible
� "what ir scenario: Deployment to Philippines instead of P-35s.
No Weapons Stations
 Country: Netherlands Service Entry Date: August 1940
NEIAF Hawk 75A-7
NC Type: Single Engine Day Fighter
Engine(s): Wright Cyclone R-1820-G205A. No F.I.
Eng. Pwr: 1050-1200HP, Radial Air Cooled
A/C Crew: Pilot
Maximum Speed: 323 MPH at 15, 100 Feet
Maximum Ceiling: 32,700 / 26,800 I NA Feet
Defense Factor: 5 Size Modifier: +O
Damage Factor: 7 / 1 O Endurance: 130
Cockpit View: Fair Blind Area: Rear

Protection: Cockpit +1 Fuel +O Engine +O

Climb Decel I Dive Accel: 3.0 / 1.0
Weight and Load Limit 320 /2-NA

Wpn. Stations Weight Allowed Loads

1, 2 160 Bombs
Class: F Victory Points: 3 - 7

AIRCRAFT PERFORMANCE CHART

Altitude Minimum Maximum Maximum Min. Min. Min. Min. Altitude Average
Levels Band Speed Speed Dive Spd. TI(2) HT (3) BT (3) ET (4) Band Levels Rate Of Climb
.. 43+ .·.lJH � � .... � � �: .......;.;...
UH . <43f
$7�4? ..
..... SH .............. .................. : . .. EH $1./42:
31 - 36 VH 2.5 5.0 10.5 3.5 5.0 6.0 7.5 VH 31 - 36 300
25 - 30 HI 2.5 5.0 1 1.0 3.0 4.5 ... 5.5 6.5 HI 25 - 30 600
.....
t9�24 f!JH
..
.2:.Q Mi lLO 3A)
...
4,0 fo· ft:Q
······· ... MH ... ,9;�24/ · )2QQ
> �[Link] ..
:
.. :13:··:.18:; ML 2& .. 6,{) 10$ 2$ 4;0 4.$ :
6.;5 M.l · 13U8: ....
7 - 12 LO 1 .5 6.0 9.5 2.5 3.5 4.0 5.0 LO 7 - 12 2700
1 -6 VL 1 .5 5.5 8.5 2.0 3.0 4.0 5.0 VL 1 -6 3600

FIRE POWER CHART POWER VERSUS SPEED CHART

Guns Type Weapons Ammo Criticals Levels Band 1.0 - 4.5 5.0 - 7.5 8.0 - 9.5 10.0 + Band
N1 One .303 Cal. BR. 14 4 43+ UH UH
N2 One .303 Cal. BR. 14 4 37-42 EH EH
W1 One .303 Cal. BR. 13 4 31 - 36 VH 2 1 VH
W2 One .303 Cal. BR. 13 4 25- 30 HI 4 1 HI
19 - 24 MH 6 2 MH
GUN ATTACK FACTORS 13 - 18 ML 7 3 ML
Range N1 N2 W1 W2 (Total) 7 - 12 LO 8 4 LO
1 -6 VL 9 5 VL
0 6 6 6 6 24 Banking FPs: 1 2 2 4
1 4 4 5 5 18 Side Slip FPs: 2 3 4 6
2 3 3 3 3 12
3 2 2 2 2 8
4 4 NOTES AND VARIANTS:
5 4
• Dutch Hawks: Twenty were diverted to the East Indies (Java) in 1940
6
after the Netherlands were occupied by German forces. Sixteen were still
7
operational when the Japanese attacked in 1941. Of these, most were lost
WEAPON STATIONS DIAGRAM during the first few battles with Japanese Zeros due to a combination of pilot
inexperience and bad tactics. Originally fitted with .50 calibre nose guns,
��� these were replaced prior to 1942 with .303 calibre guns due to lack of .50
calibre ammo in the Dutch East Indies.
• Ring and bead backup sight Fitted with one bomb rack under each wing
I \ each able to carry one bomb of up to 11 Olbs. or up to four bombs of up to
401b. each.
2
 Curtiss Hawk 75A-1 Country: France Service Entry Date: March 1939

A/C Type: Single Engine Day Fighter

Engine(s): Pratt & Whitney R-1830-SC3-G
Eng. Pwr: 900-1050HP, Radial Air Cooled
AIC Crew: Pilot
Maximum Speed: 304 MPH at 13,200 Feet
Maximum Ceiling: 32,800 I NA I NA Feet
Defense Factor: 5 Size Modifier: +O
Damage Factor: 7 / 1 O Endurance: 130
Cockpit View: Fair Blind Area: Rear

Protection: Cockpit +1 Fuel +O Engine +O

Climb Decel I Dive Accel: 3.0 / 1.0
Weight and Load Limit: NA
Wpn. Stations Weight Allowed Loads
None NA NA
Class: F Victory Points: 3 - 6

AIRCRAFT PERFORMANCE CHART

31 - 36
25- 30
· ······s.6'. ····.·· MH.>:.1�.;!4
11.0 4.5 6.5 HI 25 - 30

:/!i�t
600
•l!t:• •
:.�:�·t:��::· : ·.(·$.;�::: · · .··• t.i;;p\·J;fldl il {i�ll!
7 - 12 1.5 6.0 · · · ·•: ·•·:�·9.5
��j·\· · · ·:·:·•· 2.5 3.5 4.0 5.5 LO 7 - 12 2600
1 -6 VL 1.5 5.5 8.5 2.0 3.0 3.5 * 5.0 VL 1 -6 3600

FIRE POWER CHART POWER VERSUS SPEED CHART

Guns Type Weapons Ammo Criticals Levels Band 1.0- 4.5 5.0 - 7.5 8.0 - 9.5 10.0 + Band
N1 Two 7 .5mm FN BR. 15 4 43+ UH UH
W1 One 7.5mm FN BR. 11 4 37-42 EH EH
W2 One [Link] FN BR. 11 4 31 - 36 VH 1 VH
25 - 30 HI 2 1 HI
(W1, W2 Two 7.5mm FN BR. 11 4) 19 -24 MH 4 2 MH
GUN ATTACK FACTORS 13 - 18 ML 6 3 ML
7 - 12 LO 7 4 LO
Range N1 W1 W2 (Total) 1 -6 VL 7 4 VL
0 11 6 (12) 6 (12) 23 (33) Banking FPs: 1 2 2 4
1 8 5 (9) 5 (9) 18 (26) Side Slip FPs: 2 3 4 6
2 5 3 (6) 3 (6) 11 (17)
3 4 2 (4) 2 (4) 8 (12)
NOTES AND VARIANTS:
4 3 (3) (3) 5 (9)
5 2 (2) (2) 4 (6)
• Hawk 75A-1: Export model of P-36A as ordered by France. 100 sent.
6
Ring & bead backup sight available. Some French Hawks had rubber liners
7
added to fuel tanks for +1 protection (die roll s 4 to have in 1939, and die roll
s 7 to have in 1940). Radios unreliable, (die rolls 4 = OK prior to mission).
WEAPON STATIONS DIAGRAM
• Hawk 75A-2: July 1939 A-1 variant ordered by France that was equipped
with extra wing guns for a total of six 7.5mm FN guns. 100 sent. As A-1
except guns W-1 and W-2 now consist of two 7.5mm FNs each. Use gun
data in ( ) and increase all asterixed minimum turn speeds by 0.5. Reduce
all ROC nos. by 100 fpm.
No Weapons Stations
 Country: France Service Entry Date: May 1940
Curtiss Hawk 75A-3
NC Type: Single Engine Day Fighter
Engine(s): Pratt & Whitney R-1830-S 1 C3-G
Eng. Pwr: 1050-1200HP, Radial Air Cooled
AJC Crew: Pilot
Maximum Speed: 311 MPH at 10,000 Feet
Maximum Ceiling: 33,700 I NA I NA Feet
Defense Factor: 5 Size Modifier: +O
Damage Factor: 7 / 10 Endurance: 115
Cockpit View: Fair Blind Area: Rear

Protection: Cockpit +1 Fuel +O Engine +O

Climb Decel I Dive Acee!: 3.0 / 1.0
Weight and Load Limit: NA

Wpn. Stations Weight Allowed Loads

None NA NA
Class: F Victory Points: 3 - 7

AIRCRAFT PERFORMANCE CHART

Minimum

31 - 36 7.5 31 - 36 300
25 - 30
......................
HI 2.5 .. ·······.·-·.·-······
5.5
···.·····•,•,•··,·.····
11.0
···.···········
4.5 6.5 HI 25 - 30 600

•1• i1:•
•,•.•, ,,.:,••. •:,••,.•.••.•1
,. �
:•,
. •: ·:3;
·: .a •,•:
'.,.· •,
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·•.,•.
,. .•:•.•:•
4 a••:=', :•,.,.:'•,M
·•,•:=1•H
,
•
i•.•.•··'.
·:,·. 't\=:•,.-,..2m,.,,:=.::: :.:=•:··•:•:••·,·:·,�•:•r:•••••;•��:�1r••••·=·=·=·=···:·····•·•1•••1
:•
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1•'..
,••j
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••••,, ••,. •
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.
:.
,,
,
:
,.
,.
.
.
.
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,.'.,
,.
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,

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:..
.,
:.'..
.·.

.,,.
,,·
,:.
.:,
,
..
.
,:::
·.=.,
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f(QU :, ·•..,.!\Q. :
. ,

:-:.::, ""'"
" � l �Iii+ ,\ HBI
•1••••••••1•••1i�··•:·•
7 - 12 LO 2.0 6.0 9.5 2.5
•:•••·•·•.:•••·•�::.•··•• .:.:.:••·•=4;&···
3.5 4.0 5.5 LO 7 - 12 2700
1 -6 VL 1.5 5.5 8.5 2.0 3.0 4.0 5.0 VL 1 -6 3700

FIRE POWER CHART POWER VERSUS SPEED CHART

Guns Type Weapons Ammo Criticals Levels Band 1.0 - 4.5 5.0 - 7.5 8.0 - 9.5 10.0 + Band
N1 Two [Link] FN BR. 15 4 43+ UH UH
W1 Two 7.5mm FN BR. 11 4 37- 42 EH EH
W2 Two 7.5mm FN BR. 11 4 31 - 36 VH 1 1 VH
25- 30 HI 3 1 HI
GUN ATTACK FACTORS 19 - 24 MH 5 2 MH
13 - 18 ML 7 (6) 3 ML
Range N1 W1 W2 (Tota� 7 - 12 LO 8 (7) 4 LO
1 -6 VL 8 5 VL
0 11 12 12 35
1 8 9 9 26 Banking FPs: 1 2 2 4
2 5 6 6 17 Side Slip FPs: 2 3 4 6
3 4 4 4 12
4 3 3 3 9 NOTES AND VARIANTS:
5 2 2 2 6
6 • Hawk 75A-3: This is export model of P-36C for France. Of 135 ordered,
7 only 60 received prior to surrender. Ring & bead backup sight. Some
French Hawks had rubber liners added to fuel tanks for +1 protection (die
rolls 6 to have). An aux. fuel tank in fuselage may be used to increase
WEAPON STATIONS DIAGRAM endurance by 60. If so, reduce all power nos. by 1 (but not< 1 ), reduce all

*
rate of climb nos. by 200 and ceiling= 30,000. Also, fuel prot. only +1 until
end. s 115. Unreliable radios (die rolls 4 for good one each flight).
• Hawk 75A-4: A variant of the A-3 equipped with Wright Cyclone R-1820-
G205A engine. Exactly as A-3 except no F.I., and use power and speed
numbers in ( ). Of 235 ordered, less than 10 reached France.
No Weapons Stations
The Journal of Air Combat Gaming New Fighting Wings Data Cards Issue #49
Steep Climbs & Dives: In a continuing steep climb or dive, rounded down (-) must be met before reversing). For some
greater than 1/3 of the aircraft's speed must be spent as VFPs. transitions, an additional prerequisite may be shown under the
Each VFP expended in a steep climb or dive gains or loses, new attitude transition entry as a dual entry with the first entry
respectively, 2 increments of altitude, except one VFP may gain in ( ). If this is the case, the prerequisite in ( ) must also be
or lose only 1 increment, or, up to 3 increments if desired. satisfied before reversing facings.
However, the first VFP expended must always gain or lose at
least 2 increments. • Optional Vertical Climb & Dive Facing Reversals:
At the end of it movement in any turn in which an aircraft remains
Vertical Climbs & Dives: In a continuing vertical climb or in, or transitions to vertical climbs or dives, it may reverse its
dive an aircraft may expend all of its FPs as VFPs or as a mix of facing 180° and invert its attitude.
VFPs and H FPs but not more than 1 /3 of the aircraft's speed can
ever be expended as HFPs. Each VFP expended in a vertical FATT Example with Reversal: An aircraft is in an upright
climb or dive gains or loses, respectively, 3 altitude increments, steep climb at speed 5.0. It is maneuverable enough that it can
except one VFP may gain or lose only 2 increments if desired. still turn at the BT rate. The pilot hauls back on the stick to
perform a transition to an inverted shallow climb attitude. This
6.3 - ADDITIONAL CLIMBING & DIVING RULES is a three step pulling transition involving a reversal as indicated
by the "(3) Pull RV" code under the new attitude header. The
Climbing while in an Inverted Bank: Wings do not effi- transition entry is "(1 H), 1/2V" meaning: Exactly 1/2 the aircraft's
ciently provide lift when upside down. To reflect this, the follow- speed (rounded down since it's a BT transition) must be ex-
ing applies: pended as VFPs during the move ( a total of 2 FPs) as the
second entry is bold faced. Checking the start attitude column
• Decel points increase to 2.0 per increment gained in a climb we see that reversals are allowed after at least 1/2 the aircraft's
with the wings inverted or in an inverted bank. Also, if no speed (rounded down) in FPs are expended. In addition, the
transition occurred, and more than 1/3 of the aircraft's FPs are first transition entry in ( ) indicates that at least 1 FP must be
expended as VFPs while inverted, the aircraft suffers negative- expended as an HFP before any reversal is allowed. The pilot
G penalties. executes his move as follows: 1 HFP, then 1 VFP gaining 2
increments, then reverses facing as both the HFP and 1/2
Exceeding Listed Ceiling Effects: Aircraft that begin a rounded down requirements are met, then 2 HFPs and 1 more
game turn above the ceiling listed for their load condition, have VFP gaining 1 increment. Ending attitude is inverted shallow
any available power halved and all decel incurred for climbing, climb. Transition decel consists of the aircraft's listed BT decel
turning, or maneuvering is doubled. If no power is shown as + 3 for the three transitions.
being available at that altitude, then the engine must be treated
as being at idle power (see Chapter 4). 6.4.1 - REVERSAL FACING LIMITS & EFFECTS
A Flight Attitude Clarification: As mentioned above, climb- Reversal Facing Change Limits & Effects on Bank FP
ing and diving flight allow the use of HFPs, and some transitions Carries: Aircraft doing facing reversals in steep or vertical
to level flight require the expenditure of VFPs, but the aircraft is attitudes are limited in the number of degrees of actual facing
considered to be only in the climbing, diving, or level flight changes allowed when the reverse is executed depending on
attitude it transitioned to, or remained in, during the game turn. their bank angle and bank carry at that moment as follows:

6.4 - REVERSAL OF AIRCRAFT FACINGS • From level or inverted attitude with no bank carry: 1 80°
required, aircraft may rotate in either direction or remain on a
To allow the simulation of "Split-S" and "Looping" type hexside if started on hexside.
maneuvers while climbing and diving, aircraft may be required • From level or inverted attitude with bank carry to left or right
to, or have the option to, reverse their facings by up to 180° on attitude: 150° or 180° allowed.
the game map during movement as indicated below (Note- this • From banked attitude with no bank carry: 120° or 1 50°
automatically inverts their bank angle as well (e.g., upright left allowed.
becomes inverted left, etc. see Chapter 5)): • From banked attitudes with carry toward other bank on
same side (i.e., RB with carry to IRB): 90° or 120° allowed.
• Mandatory Transition Facing Reversals: On any • From banked attitudes with carry toward level or inverted:
game turn in which an aircraft transitions to an attitude under 150° or 180° allowed.
which the code "RV" appears, a reversal of facing is required to
be performed. Facing change rotation of the counter is always clockwise
(CW) if in right attitude or carrying bank toward right attitude and
• Restrictions on When Mandatory Reversals may counterclockwise (CCW) if in left attitude or carrying bank
be Performed: An aircraft may not execute the facing reversal toward left attitude.
on the game map until it meets certain FP expenditure criteria
during its move. In the Start Attitude column of the FATI, if a Carried bank FPs are affected as follows by reversals:
reversal is possible, a fraction will be shown in ( ) between the
pull and push turn rate listings. This fraction is the number of FPs 1. Carry from level toward LB or RB becomes carry toward
of either type that must be expended during the aircraft's move IRB and ILB respectively.
before the reversal can be performed. (Note: A 1/2+ or 1/2- 2. Carry from inverted toward ILB or IRB becomes carry
entry indicates half the aircraft's speed rounded up (+) or toward RB and LB respectively.

9
AIR POWER New FW Vertical Flight Rules Issue -#49
3. Carry from LB or RB toward level becomes carry toward altitude increments with each VFP for a dive of 600 feet. Its accel
LB and RB respectively. is 9 for diving and 6 for power, its decel is 8 for turning, and 3 for
4. Carry from ILB or IRB toward inverted becomes carry the TI transition, for a net 4 accel. Its speed gain is zero wi1h 4
toward ILB and IRB respectively. accel carried. It's facing W with a new altitude of 11.4 and its
5. Carry from LB or RB toward ILB and IRB respectively speed remains at 5.5. The transition was a negative-G event
becomes carry toward inverted instead. which will force the Spitfire into idle power on the following turn.
6. Carry from ILB or IRB toward LB and RB respectively
becomes carry toward level instead. • The Fw pilot, blessed with momentary initiative, elev erly
counters the Spitfire's move by setting military power and taking
6.5 - NEGATIVE-G FORCES 3 accel points then pushing over into a vertical dive using the BT
transition rate. Its transition table requirement is "1/3H, 213V"
An aircraft will experience negative G forces when inverted meaning 1/3 of its speed must be HFPs before any VFPs are
and pushing away from earth's gravity, or when upright and expended and then exactly 2/3s of its speed must be VFPs si nee
pushing forward sharply with earth's gravity. A "Push" transition the second entry is bold faced.
with the codes "NG" or "Neg-G RV" in bold face type on the
transition table indicates negative-G forces are in effect. Addi- • The Fw moves as follows: 1 HFP banking from RB to IRB
tionally, anytime an aircraft remains in an inverted attitude for the and changing facing to SSW. 1 HFP banking from IRB to
whole game turn and doesn't use a"Pull" transition, it suffers Inverted and facing S. 1 VFP (-300) banking from Inverted to ILB
Negative-G forces. Negative G forces affect aircraft gunnery and facing SSE. As 60° of potential facing change were not used
and engine power as follows: in the last bank, the FW unbanks one step back to inverted. 3
VFP (-800) to finish its dive. At the end of its vertical flight, it
• Negative-G and Non-Fuel Injected Engines: If a voluntarily reverses going from inverted attitude to level upright
non-F.I. equipped aircraft experiences negative-G forces, it and changes facing 180° from SSE to NNW. It gets 18 acce I for
must select idle power on the following game turn due to fuel diving and power. Its decel total is 12 (9 for the BT transition+
starvation. 3 from the previous turn). Its net accel is 6 accelerating it to
speed 7.0. The Focke-Wulf is down to altitude 10.9, does not
• Negative-G Effects On Combat: Turret guns and have a shot, but is in a much better position than before, being
manually aimed guns may not be fired on the turn an aircraft on the Spitfire's beam, 500' lower, and positioned to pursue it or
experiences any amount of negative-G forces. Aircraft with to reverse and break off to the right. Since it is fuel injected the
fixed guns may not fire them if the bold face negative-G transition negative G will not affect its power.
indicator is greater than 2. If s 2, the guns may fire but suffer a
+3 modifier to their attacks. Bombs, fuel tanks, and rockets may
not be dropped, jettisoned, or fired if negative-G is experienced.

Example of Play Using Transitions

• This is a continuation of the movement example shown in

Achtung-Spitfire! on page 12. A Spitfire V and Fw 190A-3 are
locked in a death duel. On the previous game turn, the Spitfire
had missed a range one beam attack opportunity on the Fw
(darn!). The Spitfire starts level, facing NNW, at altitude 12.0,
speed 5.5 with one point of banking and a half FP carried from
the previous game turn. It is banked right. The FW 190 is also
level, facing SW, at altitude 12.0, speed 6.5, banked left, with
three decel carried.

• The Spitfire loses initiative. Its speed of 5.5 and its 0.5 carry
give it a total of 6.0 FPs to use. Checking the Turn Chart, the
Spitfire finds it can use up to BT turns (a "2-1" FP requirement)
and the pilot decides to turn after the Fw. To maintain speed, He
slams the throttle to emergency and pushes over at the TI rate
to transition into a steep dive from level flight using the HT
transition line. His FATI entries are "1/2H, > 1/3V"which means
he must expend at least 1/2 of his speed as HFPs before using
any VFPs and at least 1/3 of his speed must be spent as VFPs.
His half FP carry can be mated with his half speed to form either
a VFP or an HFP.

• He expends FPs as follows: 1 HFP to complete banking to

level attitude, 2 HFP to enter a left bank and also completing the
"1/2H" FATI requirement. Three VFPs diving to face left twice
at the BT rate (2-1 requirement). The Spitfire chooses to lose 2

10
The Journal of Air Combat Gaming New Fighting Wings Data Cards Issue i/49
GAME RULES AFFECTED BY THIS CHANGE defining steep and shallow in terms of proportions of FPs are
ignored and the ending flight type defines the shot angle (the
The following game rules are also affected by the adoption chart published in issue 48 already removes these). Transitions
of this new vertical flight system: use defined proportions of FPs yes and this applies anytime a
transition occurs, but speed is still the determinant factor in all
1. All of the original Chapter 6 rules are replaced by other cases.
these rules.
2. The Loop, Split-S, lmmelman and Wing-Over flight 4. When pulling a reversal, does the reversal have to be
examples in Chapter 7 are obsolete. made as soon as the qualifiers are met, or can the reversal be
3. Rule 9.2: Aircraft Fixed Gun Fields of Fire and
extended until later in the plane's movement?
Deflection Shooting rules are obsolete. A new fixed gunfire
deflection chart was presented in issue 48 of Air Power. • A reversal is mandatory during the turn if"RV" appears on
4. Parts of gun combat rules 10.2 and 10.3 are affected the transition title. The reversal may be performed on or after
and will be modified .. the FP expenditure that first meets the reversal requirement.
5. The Release Points tables (Rule 16.1) are revised
to better accommodate this change and the new charts were 5. Can a plane begin a bank and carry the bank through a
presented in issue 48 of Air Power.
reversal?
6. Rules 19.2 and 19.3 require redefinition as a result
of the introduction of new flight types. • Yes however, the second edition rules (see issue 48)
defined certain effects on bank carries for reversals.

FATTQ&A's 6. In a game situation, a fighter, which began the turn .in a

shallow climb at a speed of 4.0, had the option of a IT pull up
into a steep climb with the engine set at "Mil", or of remaining
The foJlowing were questions put out by Greg "Under- in a shallow climb while cutting to idle. With either option the
dog" Wurster's group in Ohio during tests of the FA IT. fighter ended up in the same hex (2 HFPs either way) with a shot
at an enemy, however, with the second coice the shot would be
1. The rule which allows turn requirements to be reduced by better (flight type differential dropped from two steps to one),
one when diving and inverted may have to be rethought for use and, by avoiding the IT pull up decel, the fighter would actually
with the new transition rules. For example, a plane can go from have a better energy state during the next turn (speed of3.5 with
an inverted shallow climb to an inverted shallow dive using an a 0.5 carry vs. 3.5 speed with no carry). While cutting back to
EZ transition and spend no VFPs. We decided not to Jet people idle to get off a better shot is not unusual, it seems strange that
use the reduced turning requirement in this case, and instituted a climbing plane should benefit energy-wise by cutting to idle.
a rule that allows the reduced requirement to be used only when
• Sure, it makes total sense. No Gs required to pull nose up,
at least one VFP was spent in meeting the turn requirement.
thus no speed Joss. Don't forget that the fighter that shoots from
• The rule still applies even in this situation and you should a steeper angle also has a completely different array of move-
not restrict it. If you look at the classic diagram of an aircraft's ment options on the next tum than the guy that stayed shallow.
maneuver "egg" - pulling with gravity and the angle of inci-
dence to the horizon all combine to shorten the horizontal arc of 7. If you transition from some other type of flight into a
the turn. Use the rule as is. vertical climb or dive, the move counts as a vertical one, and a
vertical reversal can be done at the end of the turn, regardless of
2. Do HT/BT flight attitude transitions cause+ 1/+2 shoot- the number of VFPs spent, correct?
ing modifiers?
•YES.
-[Link] turn mods to combat applie with transitions, even
if no turns are done. 8. Is the negative-g turn still available when using the
transition table? (We let people use negative-g turns when they
3. In the normal rules, 1/3, 1/2, 2/3 determinations are based aren't doing reversals, but how would you handle it if someone
on an airplane's speed, not total FPs available. Both the new tries to carry such a turn through a reversal?)
transition rules and new shooting rules base many determina-
• There should be no problem with reversals. Example -
tions on FPs, not speed. Should other determinations be
Bank angle goes from left to inverted left during a reversal. The
changed to use FPs, or does speed remain the basis of calcula-
neg-G turn direction is still right, so the turn carry would still be
tion except for nose attitude determination for transition and
applied to the right.
shooting purposes?
• Actually FP proportions are not used for shooting arc 9. Can optional rule 6.4 from Issue 48, limiting banked
rules. That was added on your test charts to allow testing of the aircraft to 120-150 degrees of facing change when reversing, be
new fixed gunfire deflection chart without using the transition used with the new transition table?
tables. When the transition tables are in play, the parameters • YES. It came about because of the transition table.

11
© 10/97 UPRIGHT FLIGHT ATTITUDE TRANSITION TABLE

(LEVEL) (Shall. CL) (Steep CL) Vertical CL STEEP Shallow CL LEVEL Shallow DV
(2) Pull RV (1)PullRV (0) Pull CLIMB (0) Push (1) Push NG (2) Push NG
2/3V EZ Free 1/3V
<AIIV TI EZ 2 1V 21V+, 2 2/3H
(1 H), 2/3V HT (2/3) TI 1V+, All ·1H
(1 H), 1/2V (1 H), > 1/2V BT (1/2-) HT 1 V+, All-1 H
21/3V > 1/3V ET (1/3) BT 1V+, 1V-

(Steep CL) Vertical CL Steep CL Shallow CL LEVEL Shallow DV Steep DV Vertical DV

(3) Pull (2) Pull (1) Pull FLIGHT (0) Push (1) Push NG (2) Push NG
All-1 H, 1V EZ Free 2/3H, 1V
2/3H, s 1/3V TI EZ 1/2H, s 1/3V 2/3H, 1/3V
1/2H, > 1/3V 1/2H, 1/3V HT TI 1/3H, 1/3V 1/2H, > 1/3V
1/3H, s 2/3V BT HT 1/3H, 2/3V
1H, 2/3V 1H, s 2/3V ET BT 1/3H, 2/3V

Steep CL Shallow CL LEVEL ShallowDV STEEP Vertical DV

(3) Pull (2) Pull (1) Pull DIVE (0) Push
2/3V EZ Free 21/2V
2 1/2V TI EZ 22/3V
1/3V-, 2/3H 2 1/3V HT (2/3) TI All-1V (1 H), All-1 V
1V-, s All-1H BT (1 /2+) HT (1H), 2 2/3V (1H), > 1/2V
All-1H, 1V+ All H ET (1/3) BT (1H),21/2V (1H),1/2V

Standard Turn to Turn Flight Attitude FP proportions:

Vertical Attitudes: 2 2/3V, s 1/3H Steep Attitudes: > 1 /3V, < 2/3H Round 1/2 proportions up for s HT transitions
Shallow Attitudes: s 1 /3V, 2 2/3H Level Attitudes: All HFPs Round 1/2 proportions down tor z BTtransitions
e 10/97 INVERTED FLIGHT ATIITUDE TRANSITION TABLE

•1111111,
Pull Nose Down START ATTITUDE Neg. G Push, Nose Up

·• iiH••:• •i i�tll�• • 1::111;:•, 11:·:�ijlll:lilll•

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:/1:Jili/!ii ;: '.;�: > · • : • • , .. , < :. Z •

(Steep DV) (Shall. DV) (Level) (Shall. CL) (STEEP) (Vert. CL) Steep CL
(2) Pull (1) Pull (0) Pull (0) Pull (CLIMB) (1) Push (2) Push RV
1/2V Free EZ
1/3V+, 2/3H ;>: 1/3V EZ TT 1/2V
;>: 1V+, s All-1 H ;>: 1V TT HT > 1/2V
All-1 H, 1V- AIIH HT ( 1 /2+) BT All-1V (1 H), 2/3V
2/3H, 1/3V- 2/3H, s 1/3V- BT NA
1 /2H, > 1/3V- 1/2H, 1/3V- ET NA

Steep DV (Vert. DV) (Steep DV) (Shall. DV) (LEVEL) (Shall. CL) (Steep CL)
(1) Pull RV (0) Pull (0) Pull (0) Pull (FLIGHT) (2) Push (3) Push
2/3H, 1 V Free EZ
1/2H, >1V EZ TT All-1 H, 1V
1 /2H, 1 /2V 1 /3H, 1 /3V TT HT 2/3H, s 1/3V
1/3H, 2/3V 1/3H, s 2/3V HT BT 1/2H, s 1/3V 1/2H, s1/2V
1H, s All-1V BT NA
(1H), All-1V 1H, All-1V ET (1/2-) NA

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Level Shallow DV Steep DV (Vert. DV) (STEEP) (Shall. DV) (Level)
(1) Pull RV (0) Pull RV (0) Pull (DIVE) (1) Push (2) Push
2/3V Free EZ
s All-1V EZ TT > 1/2V
(1H),All-1V AIIV TT (2/3) HT 1/2V
(1 H), 2/3V (1 H), ;>: 2/3V HT (1/2+) BT � 1/3V 1/3V-, 2/3H
(1H), > 1/2V (1H), ;>: 1/2V BT (1/3) NA
(1 H), 1/2V ET (1) NA

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·-----
AIR POWER New FW Vertical Flight Rules Issue #49

From the Cockpit

ANNOUNCING
FIGHTERS ACES CON '97
SEP 26/27/28
Well, pressing on with my efforts to catch up - as if
I might actually ever do that - I thought it might be Hi Folks!
nice if I fill you in on my current plans regarding
publication timetables .. Time for "FIGHTER ACES CON '97" ! ! ! ! ! ! ! ! Down here in
sunny ole Phoenix again. The dates are Sep 26/27/28 at the
Helping develop Computer Achtung!-Spitfire will
Hampton Inn/Phoenix Airport ..... yes the same place as last year
eat up most of my time this Spring. However, we
(but the restaurant IS open this year . .l saw it!).
will be seeing some new data cards as a result.
Developed for Computer ASP were several French
I have several rooms reserved under the group name of "Air
fighters, including the D.520 and MS 406 presented
Power". You may call the hotel at (602) 438-8688, just ask for
last issue along with the Hawk - 75s in this issue.
the "Sales Department" as they have control of the rooms.
Coming down the pike will be some Bloch aircraft, the Lancaster,
Bristol Beaufighter, and others. Computer ASP ought to be
This years tournament will take place in the very South Pacific
hitting the stores in the Fall of 97.
of late '41 early '42. That means early Zeros, Nates, P-39s, P-
As that wraps up I will re-tackle WD and keep steadily 40s, and yes P-36s ! Plus this years set-up has an operational
knocking off bits and pieces of it.. It's a much bigger project aspect to it. ... will you make it all the way through?
time-wise than I originally thought. A big part of the task was
developing the FA TI system presented in this issue. With that Give me a call if you need any help with the hotel or if I can just
done, the WD rules are 90% complete. I am now going through answer any questions. Hope to see all of you there!
the basic FW rules to figure out what other rules have been
affected by the use of this new system (there are a lot-primarily Jim Owens
in gun combat and bomb delivery). The development of the (602) 598-4195
FA TI also necessitated the development of a revised and more airownes@[Link]
realistic bomb release point table, and a better way of determin-
ing deflection of fixed gunfire. All of these tasks have been PS: Forgot to mention that the hotel does have airport transpor-
time-consuming but the project marches forward. tation.

I will complete additional data cards by Origins of this year,

for use in the tournament, including one ofmy favorites, the P-
39D. I have already published most of the Wildcat family and
GIFT SALE! SALE! SALE!
will be presenting Navy dive bombers and more Japanese as I
complete them in later issues this year. While I regret the AIRPOWER MAY BE UP FOR SALE
delays, I do know that the game system will be much more BUT WE STILL HAVE 11 MORE FUN
exciting and enjoyable as a result of all this work. FILLED ISSUES COMING WITH LOTS OF
JDW USEFUL DATA CARDS, PLAY AIDS, AND
THE LIKE TO BE PUBLISHED.
E-mail & Internet Connections:
INVITE YOUR FRIENDS TO PAR-
J .D. Webster: jdwpilot@[Link]
TICIPATE AT THE FOLLOWING SPECIAL
Air Power Discussion Group - Ask John Caraher GIFT RA TES, AVAILABLE ONLY FOR
to add you to mailing list: [Link]@[Link] CURRENT SUBSCRIBERS!!! WE NEED
Play by e-mail air games - FW GMs; THE NEW NUMBERS!
• Dan Foxman: danfoxman@[Link]
• Terry Simo: t-b-simo@[Link] 1 YEAR GIFf SUBSCRIPTION:
• Randy Nonay: $10.00 *
[Link]/-ransack/[Link] 2 YEAR GIFf SUBSCRIPTION
Air Sup. GMs; John Coley: johnc@[Link] $20.00 *

Computer Over the Reich Support Site: * please add the usual tariffs for overseas and
www .[Link]/ air mail rates listed on page 16.

14
The Journal of Air Combat Gaming New Fighting Wings Data Cards Issue #49
11 11 ACES AND AIRPLANES: A&A will be the first true air
HUMOR IN AIR COMBAT GAMING! combat roleplaying game. It will use a simplified version of the
flight mechanics from TAHGC's Mustangs, but will add twelve
Air Wargames for the Masses randomly generated attributes for each aircrew character (in-
cluding STRength, DEXterity, G Tolerance, Situational Aware-
by "Mueller Karl" <kmueller@[Link]> ness, physical FITness, DRinking ability, self CONfidence,
SEX appeal, and MISogyny), along with 64 levels of character
In response to the recent [Link] computer bulletin board advancement and sixteen different polyhedral dice in the colors
discussion of the sales shortcomings of air combat games, Air of all major air forces. Future expansion books will add rules
Power Industries Ltd. (R) announces the publication of a new for information warfare, apotheosis and airshow appearances,
series of semi-original air combat-related games aimed at the magic amulets, and alien invaders from various major motion
general game-buying public. The first API releases intended to pictures.
finally break through to the mass gaming market will be:
AIRSUP: THE GATHERING: A collector card game,
PICTIONAIRY: Based on the classic party game of cha- with each card featuring an individual aircraft (not aircraft type)
rades, teams of players take turns trying to identify their identified by manufacturer, model, air force, and serial number,
teammates' amusing attempts to draw pictures of things like representing every military aircraft built since 1946, for a total
"Sierra Hotel," "GLOC," "Situational Awareness," and "F- of some 327,570 different cards. Sold in packs of 15 cards for
pole." $5.95. Of course, some packs will contain nothing but MiG-17
and C-130 cards, but imagine the delight of the teenager who
MORTAL AIR KOMBAT: API's first-ever computer game, opens a pack to find one of the two XB- 70 cards! In 1998 we
designed in collaboration with LCDTech (Lowest Common will release FIGHTING WINGS: THE GATHERING, featur-
Denominator Technologies), this is basically a traditional com- ing all 800,000+ aircraft which flew in World War II (including
bat flight simulator except that all weapons have a probability one Spruce Goose!), to be followed by CANVAS FALCONS:
of kill of 90% or better, and when a plane is shot down the THE GATHERING, in which each military aircraft of the
players gets to watch the pilot die a grisly slow-motion death by 1909-1938 era will be represented on an innovative collector
blast, fire, explosive decompression, or parachute failure, which "Air Pog."
can be replayed from various angles. Intended for ages 6-11.
Also available for Nintendo, Sega and Sony Playstation. And that's not all, folks. Stay tuned for details on future API
titles, including BOPOPOLY, PARACHUTES AND LEAD-
SIM GAMER: API's second computer game title makes ERS, MIGHTY MORPHIN' AIRPOWER RANGERS, and
each player the occupant of a basement in which he attempts to JENGA ACE. Order now, or visit our website to download a
build the world's best collection of wargames, wargaming copy of our investors' prospectus!Up, up and away.
magazines, military hardware books, fantasy miniatures, mod-
els, and computer peripherals. Players can earn extra points by Karl "Hollywood" Mueller
finding great buys at wargame convention auctions or used
book stores, but they must beware the threat of natural disasters
like fires, floods, or Mom and Dad getting fed up and throwing
OFFICIAL NOTICE!
all their old gaming stuff away in order to turn the basement into
a family room, and they must be careful not to squander their Re: AIR POWER - Under current ownership this journal
time or resources on distractions like dating. will end with issue number 60. Please plan your subscrip-
tion renewals accordingly and do not order beyond issue
TRIVIAL AIRSUP "THE ORIGINS EDITION": Indi- 60. For partial subscriptions ofless than six issues, the rate
vidual players or teams compete to demonstrate superior knowl- per issue is as follows: U.S.= $2.35, Canada/Mexico=
edge of air combat trivia in six color-coded categories: Famous $2.85, Foreign Surface= $3.20, Foreign Air Mail= $4.85.
Planes, Aerial Armament, Generals and Aces, Air Combat
Tactics, Cool War Movies, and Air War History. Also AIRPOWER IS FOR SALE!
available in Spring 1998, the first Trivial AirSup expansion kit, Can you be the next leader in air combat gaming journal-
"THE TOP WOP EDITION," a second complete set of 500 ism? If you think so, write to me for details. I would like to
cards with questions in six all-new categories: Supersonic see this publication go beyond issue 60 and I don't have the
Flight, Soviet and Russian Aircraft, Radar Technology, The F- time to keep it going, though I'd still write and contribute
l 04A-C, The F-104G-S, and Energy Maneuverability Theory. to it and develop new ADCs. A sale will include mailing
Design work is now also underway on the new KILLJOY lists, software, back issue inventory, back issue masters,
EDITION (aka TRIVIA OF PREY), which will use the same article inventory, AS/Str. game parts inventory, Etc. Seri-
questions as the Origins edition, except each one will be ous inquiries only! $3,500 gets you everything.
updated to make it more realistic.

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AIR POWER New FW Vertical Flight Rules Issue #49
Coming up in future issues: AIR POWER JAN/FEB 1997

"KIMOSABE" J. D. Webster
More OTR I ASP I TSOH Data Cards
EDITOR J. D. Webster
Boeing 757 versus F-16C - J.D. compares combat
COLUMNISTS Jim MeldruM
capabilities of two of his favorite mounts
ARTIST Tony Stanfl
Fighting Wings Replays (If someone writes 'em)
Other Useless Stuff by J.D. Webster & Friends AIR POWER is published two or more times a year (six
usually). All rights on the contents of the journal are reserved. No
part of the journal may be reproduced, in whole or in part, without
prior consent of the publisher. Portions of the journal may be
UPCOMING CONS: explicitly released from these restrictions. Use of a product
name without reference to its company or trademark does not
JFilglhltt®ir A©®� C©@=91 constitute a challenge to its trademark status by that company.

tlhl® lPihl©�@il}! Ailir W�ir� BACK ISSUES are available at US $3.00 for domestic
subscribers and US $3.50 for overseas subscribers, postage
included. Some back issues are original prints, some are photo-
When? September, 26-28, 1997 copies. All issues still available.
Where? Hampton Inn,
SUBMISSION GUIDELINES Any previously unpublished
Phoenix Airport material is welcomed. Articles, reviews, scenarios, etc. should
be submitted on 8.5 x 11 white paper, typed and double-spaced
or submitted as text only files on an IBM or Macintosh formatted
• Featuring a host of Fighting Wings 3.5" diskette. Artwork should be full or double-sized, on white
and Canvas Falcons scenarios but with paper, and camera-ready. All submissions become the property
of Al R POWER Publications. Contributers receive credit for one
a campaign twist. free issue for each 3 pages (or less) of their work which is
published per issue.
For registration information call:
Jim Owens at: (602) 598-4195 Send letters, comments, questions, sugges-
tions, etc., with SASE for reply, to the address
listed below. Your feedback is welcome!
Notice: Back issues #5, #7, #11, #12, #19 and #22 of Air
Power are SOLD OUT. Limited quantities of rest of first 20 SUBSCRIPTIONS: All payment must be made in US
issues remain. Sold out issues may be obtained only by special dollars. Payment may be made with checks drawn on US
request order for $5.00 each (I have to go to Kinko's to do them). banks only, or via International or Postal money order. No
billing option. Please send your name, address, shipping
option (if applicable) and payment to the address below.
Air Superiority I Air Strike Current Rates (as of June 1995)

games for sale! Single issue .................. US $ 3.00

Single issue (overseas). US$ 3.50 (by sur. only)
Air Power has acquired all remaining stock of GD W's 1 year (6 issues) ........... US $15.00
Air Sup./Strike games. Replace your worn out, pizza and 2 years (12 issues), ...... US $24.00
beer stained components with brand new ones (No boxes).
Canadian & Mexican .... Add US $5.00 per year
• Map Sections: $0.50 (Specify by letter code) Overseas Surface ......... Add US $6.00 per year
• Data Card Set: $2.00 (Specify AS or STR) Overseas Air Mail ......... Add US $15.00 per year
• Rules/Scenrio Booklet: $2.00 (Specify AS or STR)
Direct subscription inquiries, address changes, and
• Play Aid Booklet: $2.00 (Specify AS or STR)
general feedback to:
• Air Sup. Counters: $2.00
• Air Strike Counters: $2.00 (Specify sheet 1 or 2)
Complete Air Sup. or Strike game in zip-lock: $8.00 ea.
AIR POWER Publications
(Great gift to get your friends hooked on air gaming!)
1395 Kelly Green Dr.
SPECIAL SALE!! ORDER 4 or more games= $6.00 ea. Ann Arbor, MI, 48103
or 8 or more= $5.00 each Overseas add $1.00 per item

16